Traction and braking control method and system for automatic train operation based on pwm technology

Abstract

The application provides a traction brake control method and system for automatic train operation based on PWM technology, comprising the following steps: a control setting step: setting the control logic and control equipment of the traction brake of the automatic train operation, connecting the control equipment with a vehicle-mounted system VATC and a vehicle; a control using step: using the control logic and control equipment for traction electric control and mechanical brake hybrid control, and using a hard-wired circuit to drive a vehicle traction brake device to perform traction brake control for the automatic train operation. The control interface of the application adopts a hard-wired interface circuit, has high reliability, and reduces the dependence on a TCMS system.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of rail transit signal systems, in particular, to a traction and braking control method and system for automatic train operation based on PWM technology. BACKGROUND

[0002] In the automatic train operation mode in the field of rail transit, the signal on-board system controls traction and braking in real time according to the operation strategy to realize safe and stable operation of the train. The traditional on-board ATC (Automatic Train Control) system of the subway has only a network interface with the vehicle for sending traction and braking commands and control level information, and the vehicle control management system (TCMS) executes traction electric control and mechanical braking hybrid control and outputs to the traction and braking unit, which has a long control link delay and low control precision.

[0003] The Chinese patent document with the publication number CN110040158A discloses a rail train traction and braking level control method, which comprises: acquiring train running mode information, the TCMS system collects traction and braking level information output by the signal system in automatic driving mode or traction and braking level information output by the driver controller in manual driving mode through the redundant remote input output unit RIOM; performing real-time communication diagnosis on the remote input output unit RIOM, and controlling the traction and braking level of the rail train in automatic driving mode or manual driving mode according to the traction and braking level information collected by the remote input output unit RIOM.

[0004] For the related technologies in the above, the inventors believe that when the on-board ATC system and the TCMS system are interrupted in communication or the TCMS system fails, the train cannot continue to operate in automatic mode and needs to be downgraded to manual control of train operation, thereby greatly reducing the operation efficiency of the entire line. SUMMARY

[0005] In view of the defects in the prior art, the purpose of the present application is to provide a traction and braking control method and system for automatic train operation based on PWM technology.

[0006] The traction and braking control method for automatic train operation based on PWM technology provided by the present application comprises the following steps:

[0007] The control setting step: setting the control logic and control equipment of the traction and braking of the automatic train operation, and connecting the control equipment to the on-board system VATC and the vehicle;

[0008] The control using step: the vehicle-mounted system uses control logic and control equipment to control the traction electric control and the mechanical brake hybrid control, and uses a hard-wired circuit to drive the vehicle traction brake device, and performs traction brake control of automatic train operation.

[0009] Preferably, in the control setting step, the control logic includes a forward direction command, a backward direction command, a traction command, a brake command, a PWM traction state, a PWM mechanical brake state, a PWM traction level output, a PWM mechanical brake level output, a train mode state, a movement authorization, and an initialization state.

[0010] The control equipment includes a non-safety output relay, a PWM control board, and a PWM enable relay.

[0011] Preferably, in the control using step, after the vehicle-mounted equipment is powered on, the vehicle-mounted system VATC performs a self-built test to detect the working state of the hardware equipment, tests the software running environment, and enters a ready state after passing the test.

[0012] The train is driven through the beacon installed on the ground using a manual operation mode, the vehicle-mounted equipment establishes the train position and identifies the train operation direction, the vehicle-mounted system VATC identifies the control area of the wayside system according to the train position, analyzes the communication address of the wayside control equipment in the current operation area, and sends an initialization request for communication.

[0013] The wayside equipment analyzes the identification number of the train after receiving the initialization message, registers the train initialization state, and sends a movement authorization for train operation.

[0014] The vehicle-mounted equipment receives a valid movement authorization to establish an automatic operation mode ATO in the train mode state.

[0015] Preferably, in the control using step, when the train enters the automatic operation mode ATO, the vehicle-mounted system VATC outputs a PWM enable command to drive the PWM enable relay to be powered on, and the relay contact connected by the PWM traction level output circuit and the PWM mechanical brake output circuit is closed.

[0016] Preferably, in the control using step, when the train enters the automatic operation mode ATO and receives valid movement authorization information from the wayside system, the vehicle-mounted system VATC calculates a direction command for automatic operation according to the movement authorization direction and the train operation direction, and the vehicle-mounted equipment controls the direction command to drive the direction train line circuit of the vehicle, which is used to control the phase direction of the traction system.

[0017] Preferably, in the control using step, the host vehicle-mounted system VATC collects the PWM control board traction module health status and mechanical brake module health status, and if the host vehicle-mounted system VATC collects the PWM control board traction module health status and mechanical brake module health status, and processes the collected circuit signals into logic states for traction or brake demand calculation.

[0018] Preferably, in the control using step, when the train enters the automatic operation mode ATO and receives a valid movement authority, the vehicle-mounted system calculates the target speed curve and the command acceleration according to the preprogrammed train control characteristics, and generates the control demand of the traction and brake using the servo loop algorithm, the vehicle-mounted system detects the health status of the traction module and the brake module of the PWM control board, and converts the last control level according to the device health status.

[0019] Preferably, in the control using step, the vehicle-mounted system VATC calculates the current acceleration or deceleration required by the train according to the control level, and uses the traction command or brake command to drive the vehicle's traction and brake train line to inform the traction and brake unit to enter the traction and brake mode.

[0020] The vehicle-mounted system VATC outputs the traction level to the PWM control board according to the last control level demand and converts it into a drive current output to the traction DC motor of the vehicle, the vehicle-mounted system collects the device status of the vehicle's electric brake unit in real time, calculates the current electric brake performance and compensates the mechanical brake level, the vehicle-mounted system VATC outputs the electric brake and mechanical brake control level to the PWM control board, and converts it into a drive current output to the electric brake unit and the mechanical brake unit of the vehicle, and then combines the direction command to control the automatic mode acceleration or deceleration of the train.

[0021] Preferably, in the control using step, if the actual running state of the train deviates from the automatic train operation strategy, the vehicle-mounted system collects the train running speed in real time, adjusts the traction or brake level of the subsequent period according to the train acceleration or brake adjustment, and adjusts the automatic train operation state to meet the operation strategy of the signal system.

[0022] According to the present application, a traction and brake control system for automatic train operation based on PWM technology is provided, which comprises the following modules:

[0023] Control setting module: set the control logic and control device of the traction and brake of the automatic train operation, and connect the control device to the vehicle-mounted system VATC and the vehicle;

[0024] Control using module: the vehicle-mounted system uses the control logic and control device for traction electric control and mechanical brake hybrid control, and uses the hard-wired circuit to drive the vehicle's traction and brake device for traction and brake control of the automatic train operation.

[0025] Compared with the prior art, the application has the following beneficial effects:

[0026] 1、 The control interface of the application adopts a hard-wired interface circuit, has high reliability, and reduces dependence on a TCMS system;

[0027] 2、 The application has reasonable structure, is ingenious in design, and has high safety;

[0028] 3、 The application improves the integration level of a signal vehicle-mounted system and a vehicle system;

[0029] 4、 The application adopts a hard-wired interface circuit, has high real-time performance in controlling traction and braking, improves traction and braking response accuracy, and is beneficial to train parking accuracy and running comfort;

[0030] 5、 When a vehicle network system fails, the signal vehicle-mounted system can still control the train to run in an automatic mode, ensures that the train does not need to run in a degraded mode, and improves system availability and operation efficiency;

[0031] 6、 The application is suitable for traditional subway systems and fully automatic running systems in the field of rail transit. BRIEF DESCRIPTION OF DRAWINGS

[0032] Other features, objects and advantages of the application will become more apparent from the following detailed description of non-limiting embodiments, made with reference to the accompanying drawings:

[0033] Figure 1 Schematic diagram for controlling traction and braking based on PWM technology;

[0034] Figure 2 Simplified circuit diagram for controlling traction, braking and direction command based on PWM technology;

[0035] Figure 3 Simplified circuit diagram for controlling traction and braking demand based on PWM technology;

[0036] Figure 4 First logic flowchart for controlling traction and braking using PWM technology;

[0037] Figure 5 Second logic flowchart for controlling traction and braking using PWM technology;

[0038] Figure 6 Third logic flowchart for controlling traction and braking using PWM technology;

[0039] Figure 7 Fourth logic flowchart for controlling traction and braking using PWM technology;

[0040] Figure 8 Fifth logic flowchart for controlling traction and braking using PWM technology. DETAILED DESCRIPTION

[0041] The application will be described in detail below with specific examples. The following examples will help those skilled in the art to further understand the application, but do not limit the application in any form. It should be noted that those skilled in the art can make several changes and improvements without departing from the concept of the application. These are within the scope of the application.

[0042] The embodiments of the application disclose a traction and brake control method and device for automatic train operation based on PWM technology, as shown in Figure 1 The traction and brake control logic and device for automatic train operation are included.

[0043] The control logic mainly consists of a forward direction command (C_FWD), a reverse direction command (C_REV), a traction command (C_ACC), a brake command (C_DEC), a PWM traction status (THRUST PWM Status), a PWM mechanical brake status (DISCBRAKE PWM Status), a PWM traction level output (PWM Thrust), a PWM mechanical brake level output (PWM DiscBrake), a train mode status (Train Mode Status), a movement authority (Movement Authority), and an initialization status (Initialization). The control device mainly consists of a non-safety output relay (NVO), a PWM control board (PWM Control Board), and a PWM enable relay (PWM ENABLE RELAY).

[0044] The circuit connection between the on-board ATC and the non-safety output relay (NVO) is shown in Figure 2 , and is specifically described as follows: 1. The on-board ATC traction command (C_ACC) is connected to pin 4 of the non-safety output relay (NVO) through a non-safety output module port 00; 2. The on-board ATC brake command (C_DEC) is connected to pin 6 of the non-safety output relay (NVO) through a non-safety output module port 01; 3. The on-board ATC forward direction command (C_FWD) is connected to pin 3 of the non-safety output relay (NVO) through a non-safety output module port 02; and 4. The on-board ATC reverse direction command (C_REV) is connected to pin 5 of the non-safety output relay (NVO) through a non-safety output module port 03.

[0045] The circuit connection between the on-board ATC and the PWM control board is shown in Figure 3, as follows: 1. The traction level output (PWM Thrust) of the on-board ATC is connected to the 3rd port of the PWM control board driving module 1 through the port b22 of the analog input / output unit (AIOU) to output control current, and the driving current is generated through the PWM control board driving module 1 and then connected to the 4th pin of the PWM enable relay (PWM ENABLE RELAY) through the 5th port. When the relay contact is closed, the 12th pin of the relay outputs to the traction level train line of the vehicle. 2. The mechanical brake level output (PWM Disc Brake) of the on-board ATC is connected to the 3rd port of the PWM control board driving module 2 through the port b28 of the analog input / output unit (AIOU) to output control current, and the driving current is generated through the PWM control board driving module 2 and then connected to the 3rd pin of the PWM enable relay (PWM ENABLE RELAY) through the 5th port. When the relay contact is closed, the 11th pin of the relay outputs to the mechanical brake level train line of the vehicle.

[0046] The control method comprises the following steps: a control setting step: setting the control logic and control device of the traction brake of the automatic train operation, connecting the control device to the on-board system VATC and the vehicle; a control using step: using the control logic and control device of the on-board system to perform traction electric control and mechanical brake hybrid control, and using the hard-wired circuit to drive the vehicle traction brake device to perform traction brake control of the automatic train operation. The English full name of VATC is Vehicle Automatic Train Control, and the Chinese translation is on-board automatic train control.

[0047] The on-board system directly controls the traction electric control and mechanical brake hybrid control and uses the hard-wired circuit to drive the vehicle traction and brake device. When the vehicle network system fails, the on-board system can still control the train to operate in automatic mode.

[0048] C_FWD = Forward Command; C_REV = Reverse Command; C_ACC = Accelerate Command; C_DEC = Decelerate Command; NVO = Non-Vital Output; THRUST PWM Status is PWM Thrust Status; DISC BRAKE PWM Status is PWM Disc Brake Status; PWM_THM = PWM Thrust; PWM_DBM = PWM Disc Brake; PWM = Pulse Width Modulation; PWM ENABLE RELAY is PWM Enable Relay; Train Mode Status is Train Mode Status; Movement Authority is Movement Authority; Initialization is Initialization; ATO = Automatic Train Operation; VDD is Power Input.

[0049] Train Mode Status, Initialization, Movement Authority: When the on-board equipment is powered on, the on-board system VATC performs self-built test to detect the working state of hardware equipment and the integrity test of software running environment. After the test is passed, the on-board system VATC enters the ready state. The driver drives the train through the beacon installed on the ground using the manual operation mode. The on-board equipment establishes the train position and identifies the train running direction. The VATC identifies the control area of the wayside system according to the train position and parses the communication address of the wayside control equipment in the current running area, and sends the initialization request of communication. After the wayside equipment accepts the initialization message, the train identification number is parsed, the train initialization state (Initialization) is registered, and the movement authority (Movement Authority) of the train running is sent. The on-board equipment receives the valid movement authority to establish the automatic operation mode (Train Mode Status).

[0050] The PWM enable relay, when the train enters the automatic operation mode ATO, the on-board system VATC outputs the PWM enable command to drive the PWM enable relay to be powered on, and the relay contact connected by the PWM thrust level output (PWM Thrust) circuit and the PWM disc brake output (PWM Disc Brake) circuit is closed.

[0051] The direction forward command (C_FWD), the direction backward command (C_REV), when the train enters the automatic operation mode ATO and accepts the valid movement authorization information of the trackside system, the vehicle-mounted system VATC calculates the direction command of automatic operation according to the movement authorization direction and the train running direction, and the vehicle-mounted device control direction command (C_FWD) or (C_REV) drives the direction train circuit of the vehicle, which is used to control the phase direction of the traction system. The train direction forward command and the direction backward command should be in an interlocking relationship, that is, the vehicle-mounted system VATC cannot issue the direction forward command and the direction backward command at the same time.

[0052] The PWM traction status (THRUST PWM Status), the PWM mechanical brake status (DISC BRAKE PWM Status), the master vehicle-mounted system VATC collects the health status of the PWM control board traction module and the health status of the mechanical brake module, and processes the collected circuit signals into logic states for traction or brake demand calculation.

[0053] If the master vehicle-mounted system VATC collects the health status of the PWM control board traction module and the health status of the mechanical brake module, and processes the collected circuit signals into logic states for traction or brake demand calculation.

[0054] The PWM traction level output (PWM Thrust), the PWM mechanical brake level output (PWM Disc Brake), when the train enters the automatic operation mode ATO and accepts the valid movement authorization, the vehicle-mounted system calculates the target speed curve and the command acceleration according to the preprogrammed train control characteristics, and generates the control demand of traction and braking using the servo loop algorithm, the vehicle-mounted system detects the health status of the traction module and the brake module of the PWM control board, and converts the last control level according to the device health status.

[0055] The vehicle-mounted system detects the health status of the traction module and the brake module of the PWM control board, and converts the last control level according to the device health status, the VATC calculates the current acceleration or deceleration required by the train according to the control level, and uses the traction command (C_ACC) or the brake command (C_DEC) to drive the traction and braking train circuit of the vehicle, which is used to inform the traction and braking units to enter the traction and braking mode; the traction command and the brake command should be in an interlocking relationship, that is, the vehicle-mounted system cannot issue the traction and braking commands at the same time.

[0056] The vehicle-mounted system detects the health status of the traction module and the braking module of the PWM control board, converts the device health status into the last control level, and outputs the traction level to the PWM control board according to the last control level required by the VATC, and converts the driving current output to the traction DC motor of the vehicle. The vehicle-mounted system collects the device status of the electric brake unit of the vehicle in real time, calculates the available electric brake performance, and compensates for the appropriate mechanical brake level. The VATC outputs the electric brake and mechanical brake control level to the PWM control board and converts the driving current output to the electric brake unit and the mechanical brake unit of the vehicle, and then combines the direction command to control the smooth acceleration and deceleration of the automatic train mode.

[0057] If the actual running state of the train deviates from the automatic train operation strategy, the vehicle-mounted system collects the train running speed in real time, and continuously adjusts the traction or braking level of the subsequent period according to the effect of train acceleration or braking.

[0058] The traction and braking control logic of the automatic train operation, the vehicle-mounted system continuously collects the actual running speed of the train, and adjusts the traction or braking level of the subsequent period in real time according to the effect of train acceleration or braking, and continuously adjusts until the automatic train operation state meets the operation strategy of the signal system.

[0059] As shown in Figure 2 The vehicle-mounted ATC is connected with the non-safety output relay (NVO) circuit, and the specific description is as follows: a. The vehicle-mounted ATC traction command (C_ACC) is connected to pin 4 of the non-safety output relay (NVO) through the non-safety output module port 00, and the pin 4 and pin 12 of the relay are connected with a pair of relay contacts. When the relay contacts are closed, the vehicle-mounted ATC traction command (C_ACC) is output to the vehicle traction train line; b. The vehicle-mounted ATC braking command (C_DEC) is connected to pin 6 of the non-safety output relay (NVO) through the non-safety output module port 01, and the pin 6 and pin 8 of the relay are connected with a pair of relay contacts. When the relay contacts are closed, the vehicle-mounted ATC braking command (C_DEC) is output to the vehicle braking train line; c. The vehicle-mounted ATC forward direction command (C_FWD) is connected to pin 3 of the non-safety output relay (NVO) through the non-safety output module port 02, and the pin 3 and pin 11 of the relay are connected with a pair of relay contacts. When the relay contacts are closed, the vehicle-mounted ATC forward direction command (C_FWD) is output to the vehicle forward direction train line; d. The vehicle-mounted ATC reverse direction command (C_REV) is connected to pin 5 of the non-safety output relay (NVO) through the non-safety output module port 03, and the pin 5 and pin 7 of the relay are connected with a pair of relay contacts. When the relay contacts are closed, the vehicle-mounted ATC reverse direction command (C_REV) is output to the vehicle reverse direction train line.

[0060] The Chinese and English explanations are as follows: C_FWD = Forward Command (forward command); C_REV = Reverse Command (reverse command); C_ACC = Accelerate Command (traction command); C_DEC = Decelerate Command (braking command); NVO Relay = Non-Vital Output Relay (non-safety output relay); RST's ACC Trainline = Rolling stock's Acceleration Trainline (vehicle acceleration train line); RST's DEC Trainline = Rolling stock's Deceleration Trainline (vehicle braking train line); RST's FWD Trainline = Rolling stock's Forward Trainline (vehicle direction forward train line); RST's REV Trainline = Rolling stock's Reverse Trainline (vehicle direction reverse train line); DC / DC POWER SUPPLY indicates a DC power supply.

[0061] As shown in Figure 3 The vehicle-mounted ATC and PWM control board circuit are connected as follows:

[0062] a. The traction level output (PWM Thrust) of the vehicle-mounted ATC is connected to the 3rd port of the PWM control board drive module 1 through the port b22 of the analog input and output unit (AIOU) to output control current, and after generating drive current through the PWM control board drive module 1, it is connected to the 4th pin of the PWM enable relay (PWM ENABLE RELAY) through the 5th port. The 4th pin and the 12th pin of the relay are connected to a pair of relay contacts. When the relay contacts are closed, the traction level of the vehicle-mounted ATC is output to the traction level train line of the vehicle through the 12th pin of the relay.

[0063] b. The mechanical brake level output (PWM Disc Brake) of the vehicle-mounted ATC is connected to the 3rd port of the PWM control board drive module 2 through the port b28 of the analog input and output unit (AIOU) to output control current, and after generating drive current through the PWM control board drive module 2, it is connected to the 3rd pin of the PWM enable relay (PWM ENABLE RELAY) through the 5th port. The 3rd pin and the 11th pin of the relay are connected to a pair of relay contacts. When the relay contacts are closed, the mechanical brake level of the vehicle-mounted ATC is output to the mechanical brake level train line of the vehicle through the 11th pin of the relay.

[0064] c. The port d32 of the vehicle system safety input module (VIU) is connected to the 14th pin of the PWM traction module device status (THRUST_PWM_STATUS) relay SSR1, the 14th pin and the 13th pin of the relay SSR1 are connected to a pair of relay contacts, and the 13th pin is connected to the ground. When the PWM traction module device status is normal, the relay coil is energized to attract the contacts, and the vehicle system collects the PWM traction module device status through the hard-wire connection. If the collected PWM traction module device status (THRUST_PWM_STATUS) is faulty, the vehicle system cancels the traction and electric brake levels.

[0065] d. The port d30 of the vehicle system safety input module (VIU) is connected to the 14th pin of the PWM mechanical brake module device status (DISC_BRAKE_PWM_STATUS) relay SSR2, the 14th pin and the 13th pin of the relay SSR2 are connected to a pair of relay contacts, and the 13th pin is connected to the ground. When the PWM traction module device status is normal, the relay coil is energized to attract the contacts, and the vehicle system collects the PWM mechanical brake module device status through the hard-wire connection. If the collected PWM mechanical brake module device status (DISC_BRAKE_PWM_STATUS) is faulty, the vehicle system cancels the mechanical brake level, and the train cannot be effectively controlled in the automatic mode.

[0066] e. The port b6 of the vehicle system safety output module (VOU) is connected to the 1st pin of the PWM enable relay (PWM ENABLE RELAY) coil, the 1st pin and the 2nd pin of the relay are connected to a pair of relay contacts, and the 2nd pin is connected to the ground. When the vehicle system controls the automatic train operation, the vehicle system outputs the PWM power enable command (PWM POWER ENABLE COMMAND) to drive the PWM enable relay coil to be energized, the above-mentioned circuit (traction level output circuit, mechanical brake level output circuit) connected to the relay is turned on, and the vehicle system can send relevant traction / mechanical brake control levels to the corresponding train line of the vehicle.

[0067] The English explanations of the figures are as follows: THRUST MAG PWM OUTPUT represents the traction stage PWM output; DISC BRAKE PWM Status PWM represents the mechanical brake status; AO_THMP = Analog Output Thrust Magnitude Positive; AO_THMN = Analog Output Thrust Magnitude Negative; AO_DBMP = Analog Output Disc Brake Magnitude Positive; AO_DBMN = Analog Output Disc Brake Magnitude Negative; PWM = Pulse Width Modulation; RST's PWM Trainline = Rolling stock's PWM Trainline; VIU = Vital Input Unit; THRUST PWM STATUS PWM represents the traction module status; DISC BRAKE PWM STATUS PWM represents the mechanical brake module status; THRUST PWM STATUS CMD PWM represents the traction module status command positive; THRUST PWM STATUS RETURN PWM represents the traction module status command negative; DISC BRAKE PWM STATUS CMD PWM represents the mechanical brake module status command positive; DISC BRAKE PWM STATUS RETURN PWM represents the mechanical brake module status command negative; SSR = Solid State Relay; VOU = Vital Output Unit; PWM POWER ENABLE COMMAND = PWM (power enable command).

[0068] As shown in Figure 4 the workflow is explained: Figure 4The process of identifying the location information and running direction of the train after the on-board ATC device is powered on is illustrated. The details are as follows: when the on-board ATC device is powered on, the system starts to read the train control characteristic related configuration and identify the database and analyze the related map data, and then starts the system self-test, including the hardware device health state, the relay state of the input / output interface, the operating system running state, and the application software integrity. If the self-test fails, the system automatically shuts down and enters the protection state; if the self-test passes, the system enters the vehicle running mode and can start running by the driver driving the train. When the train passes through the positioning device installed in the specific area of the track, the on-board system can identify the positioning device identifier and analyze the related location information in the database to establish the train position. When the train runs through the continuous positioning device, the on-board system searches the database to identify the train running direction.

[0069] As shown in Figure 5 , the working process is illustrated as follows: after the on-board system establishes the train position and identifies the train running direction, the on-board system sends a train initialization request to the wayside signal system to register the current train and provide continuous running tracking protection. After the initialization of the wayside system is completed, the route information of the train running is sent, which includes the authorized distance in front of the train, the authorized safety speed, and the authorized travel direction. The on-board system accepts the route information of the train running for validity check. If the route information is valid, it has the function of upgrading to the automatic train operation (ATO) mode; if the route information check is invalid, the train still needs to be driven by the driver. When the running mode is upgraded to the automatic train operation (ATO) mode, the on-board system sends a PWM enable command through the safety output interface to drive the PWM enable relay (PWM ENABLE RELAY) to make its coil excited, and the relay contact is closed.

[0070] As shown in Figure 6 , the working process is illustrated as follows: the on-board system calculates the direction command for controlling the train running according to the movement authorization information and the train running direction, and outputs the forward direction command (C_FWD) to drive the vehicle to the forward train line, controls the train to run forward according to the movement authorization direction, and if it is judged that the train should run backward according to the movement authorization direction, the on-board system outputs the backward direction command (C_REV) to drive the vehicle to the backward train line. The on-board system calculates the target speed curve according to the distance of the movement authorization and the speed limit of each section of the movement authorization, and calculates the actual speed and target speed deviation of the current period train to generate the acceleration rate or deceleration rate in real time. The on-board system calculates the traction / brake control level according to the servo loop algorithm based on the above speed difference and acceleration / deceleration rate. The on-board system continuously collects the PWM traction module device state (THRUST_PWM_STATUS) and the PWM brake module device state (DISC_BRAKE_PWM_STATUS) for the front judgment of the traction / brake level output.

[0071] like Figure 7 As shown, the workflow is as follows: If the acquired PWM traction module device status (THRUST_PWM_STATUS) is faulty, the onboard system cancels the traction and electric braking control levels; if the PWM braking module device status (DISC_BRAKE_PWM_STATUS) is faulty, the onboard system cancels the mechanical braking control level, and the train will not be able to effectively traction or brake in automatic mode. If the aforementioned PWM traction module device status and PWM braking module device status are normal, the onboard system determines the traction / braking command based on the control level position. If the control level position is positive, a traction command (C_ACC) is output; if the control level position is negative, a braking command (C_DEC) is output and transmitted to the vehicle traction / braking unit via the train line. Simultaneously, the onboard system outputs the calculated traction level (AO_THMP) via the analog input / output unit to the traction drive module of the PWM control board to calculate the traction current. Combined with the traction command (C_ACC) sent by the onboard system, the traction current is ultimately sent to the vehicle traction unit through the train line to generate traction force. Alternatively, the onboard system outputs the calculated braking level. In this case, the onboard system collects the operating status of all traction units in the vehicle and calculates the available electric braking ratio. If all traction units are operating normally (no fault alarms, no disconnection status, no maximum traction request limit), the onboard system outputs the calculated braking level (AO_THMP) via the analog input / output unit. The traction drive module of the output unit sends the traction current to the PWM control board. Combined with the braking command (C_DEC) sent by the on-board system, the traction current is finally sent to the vehicle traction unit through the train line to generate braking torque. If the on-board system calculates that the available electric braking ratio is less than the maximum electric braking ratio, the on-board system prioritizes the use of braking level (AO_THMP) and uses the above-mentioned electric braking control logic to output to the vehicle traction unit to generate braking torque. The remaining braking demand (AO_DBMP) is sent to the mechanical brake drive module of the PWM control board through the analog input / output unit to calculate the mechanical braking current. Finally, the mechanical brake current is sent to the vehicle mechanical brake unit through the train line to generate braking force.

[0072] like Figure 8 As shown, the workflow is as follows: When the train adopts automatic train operation mode, the onboard system controls the train to stop using hybrid braking. According to the hybrid braking control algorithm, the electric braking is gradually converted into mechanical braking, which is then sent to the vehicle's mechanical braking unit via the aforementioned mechanical braking output principle. Simultaneously, the remaining electric braking is output and sent to the vehicle's traction unit via the aforementioned electric braking output principle. The onboard system collects the train's actual operating speed in real time to verify the traction / braking effect. Based on the target speed curve, it calculates the deviation between the train's actual speed and the target speed for the current cycle, generating an acceleration rate or deceleration rate. The onboard system calculates the traction / braking control level based on the speed difference and acceleration / deceleration rate using the servo loop algorithm and... Figure 6and Figure 7 The control logic is executed in a control cycle until the actual train operation effect meets the target speed curve.

[0073] The method for directly controlling the train traction and braking unit by the vehicle-mounted ATC has high reliability and is simple and easy to implement. The method is suitable for traction and braking control of automatic train operation in the field of rail transit. In the automatic train operation mode of the field of rail transit, the signal vehicle-mounted system controls the traction and braking in real time according to an operation strategy to realize safe and stable operation of the train. The traditional subway vehicle-mounted ATC system and the vehicle only have a network interface for sending traction and braking commands and control level information. The vehicle control and management system (TCMS) executes hybrid control of traction electric control and mechanical braking and outputs to the traction and braking unit. The control link has a long delay, and the control precision is low. The method aims to solve the problem that the train cannot continue to operate in the automatic mode due to a fault of the vehicle network system or communication interruption between the vehicle-mounted ATC system and the TCMS system, and needs to be downgraded to manual control, thereby reducing the operation efficiency. To solve the problem, the method for directly controlling the train traction and braking unit by the vehicle-mounted ATC improves the integration level and operation control precision of the signal vehicle-mounted system and the vehicle system, reduces the dependence on the vehicle network system, has high reliability, and is simple and easy to implement.

[0074] The application further provides a traction and braking control system for automatic train operation based on a PWM technology. The traction and braking control system for automatic train operation based on the PWM technology can be realized by executing the flow steps of the traction and braking control method for automatic train operation based on the PWM technology. That is, the traction and braking control method for automatic train operation based on the PWM technology can be understood as a preferred embodiment of the traction and braking control system for automatic train operation based on the PWM technology by those skilled in the art.

[0075] The system comprises the following modules: a control setting module: setting the control logic and control equipment of the traction and braking of the automatic train operation, connecting the control equipment to the vehicle-mounted system VATC and the vehicle.

[0076] A control using module: the vehicle-mounted system uses the control logic and control equipment to perform hybrid control of traction electric control and mechanical braking, and uses a hard-wired circuit to drive the vehicle traction and braking device to perform traction and braking control of the automatic train operation.

[0077] Those skilled in the art know that, in addition to implementing the system provided by the present application and each device, module and unit thereof in the form of pure computer readable program code, the system provided by the present application and each device, module and unit thereof can also be implemented in the form of logic gates, switches, application specific integrated circuits, programmable logic controllers and embedded microcontrollers, etc. by logically programming the method steps to achieve the same functions. Therefore, the system provided by the present application and each device, module and unit thereof can be considered as a hardware component, and the devices, modules and units included therein for achieving various functions can also be considered as structures within the hardware component; the devices, modules and units for achieving various functions can also be considered as both software modules implementing methods and structures within hardware components.

[0078] The specific embodiments of the present application are described above. It needs to be understood that the present application is not limited to the specific embodiments described above, and various changes or modifications can be made by those skilled in the art within the scope of the claims, which does not affect the essential content of the present application. The embodiments of the present application and the features in the embodiments can be combined with each other in any manner without conflict.

Claims

1. A traction and braking control method for automatic train operation based on PWM technology, characterized in that, Includes the following steps: Control setup steps: Set up the traction and braking control logic and control equipment for automatic train operation, and connect the control equipment to the onboard system VATC and the vehicle; Control and usage steps: The on-board system uses control logic and control equipment to perform mixed control of traction electronic control and mechanical braking, and uses hard-wired circuits to drive the vehicle traction braking device to perform traction braking control for automatic train operation; In the control setting step, the control logic includes forward direction command, backward direction command, traction command, braking command, PWM traction state, PWM mechanical braking state, PWM traction level output, PWM mechanical braking level output, train mode state, movement authorization, and initialization state. The control equipment includes non-safety output relays, a PWM control board, and a PWM enable relay; In the control usage steps, after the vehicle-mounted device is powered on, the vehicle-mounted system VATC performs a self-built test to detect the working status of the hardware device and test the software operating environment. After the test is passed, the vehicle-mounted system VATC enters the ready state. When driving the train in manual operation mode, the onboard equipment establishes the train's position and identifies the direction of travel. The onboard VATC system identifies the control area of ​​the trackside system based on the train's position, parses the communication address of the trackside control equipment in the current operating area, and sends a communication initialization request. After receiving the initialization message, the trackside equipment parses the train's identification number, registers the train's initialization status, and sends the train's movement authorization. The onboard equipment receives a valid mobility authorization and establishes the Automatic Train Operation (ATO) mode in the train mode state.

2. The traction and braking control method for automatic train operation based on PWM technology according to claim 1, characterized in that, In the control operation steps, when the train enters the automatic operation mode (ATO), the on-board system VATC outputs a PWM enable command to drive the PWM enable relay to be energized, and the relay contacts connected to the PWM traction level output circuit and the PWM mechanical brake output circuit close.

3. The traction and braking control method for automatic train operation based on PWM technology according to claim 1, characterized in that, In the control operation steps, when the train enters Automatic Operation Mode (ATO) and receives valid movement authorization information from the trackside system, the onboard system VATC calculates the automatic operation direction command based on the movement authorization direction and the train's running direction. The onboard equipment controls the direction command to drive the vehicle's direction train line circuit, which is used to control the phase direction of the traction system.

4. The traction and braking control method for automatic train operation based on PWM technology according to claim 1, characterized in that, In the control usage steps, the main control vehicle system VATC collects the health status of the traction module and the mechanical braking module of the PWM control board. If the main control vehicle system VATC collects the health status of the traction module and the mechanical braking module of the PWM control board normally, it processes the collected circuit signals into logic status for traction or braking demand calculation.

5. The traction and braking control method for automatic train operation based on PWM technology according to claim 1, characterized in that, In the control operation steps, when the train enters Automatic Operation Mode (ATO) and receives valid movement authorization, the onboard system calculates the target speed curve and command acceleration based on the pre-programmed train control characteristics, and uses a servo loop algorithm to generate traction and braking control requirements. The onboard system detects the health status of the traction and braking modules of the PWM control board, and converts the equipment health status into the final control level.

6. The traction and braking control method for automatic train operation based on PWM technology according to claim 1, characterized in that, In the control usage step, the on-board system VATC calculates whether the train needs to accelerate or decelerate according to the control level, and uses traction command or braking command to drive the traction and braking train line of the vehicle to inform the traction and braking unit to enter the traction and braking mode. The VATC onboard system outputs traction control to the PWM control board based on the final control level requirements, and converts it into drive current output to the vehicle's traction DC motor. The onboard system collects the equipment status of the vehicle's electric braking unit in real time, calculates the current electric braking performance, and compensates for the mechanical braking level. The VATC onboard system outputs electric braking and mechanical braking control levels to the PWM control board, converts them into drive current output to the vehicle's electric braking unit and mechanical braking unit, and then combines them with directional commands to control the train's automatic mode acceleration or deceleration.

7. The traction and braking control method for automatic train operation based on PWM technology according to claim 1, characterized in that, In the control operation steps, if the actual operating state of the train deviates from the automatic train operation strategy, the on-board system collects the train's operating speed in real time, adjusts the traction or braking level of the subsequent cycle according to the train's acceleration or braking, and adjusts it until the automatic train operation state conforms to the signal system's operation strategy.

8. A traction and braking control system for automatic train operation based on PWM technology, characterized in that, Includes the following modules: Control setting module: Sets the control logic and control equipment for traction and braking of automatic train operation, and connects the control equipment to the on-board system VATC and the vehicle; Control module: The on-board system uses control logic and control equipment to perform hybrid control of traction electronic control and mechanical braking, and uses hard-wired circuits to drive the vehicle's traction braking device to perform traction braking control for automatic train operation; The control logic includes forward direction command, backward direction command, traction command, braking command, PWM traction status, PWM mechanical braking status, PWM traction level output, PWM mechanical braking level output, train mode status, movement authorization, and initialization status. The control equipment includes non-safety output relays, a PWM control board, and a PWM enable relay; When the on-board equipment is powered on, the VATC system performs a self-built test to detect the working status of the hardware and test the software operating environment. After the test is passed, the VATC system enters the ready state. When driving the train in manual operation mode, the onboard equipment establishes the train's position and identifies the direction of travel. The onboard VATC system identifies the control area of ​​the trackside system based on the train's position, parses the communication address of the trackside control equipment in the current operating area, and sends a communication initialization request. After receiving the initialization message, the trackside equipment parses the train's identification number, registers the train's initialization status, and sends the train's movement authorization. The onboard equipment receives a valid mobility authorization and establishes the Automatic Train Operation (ATO) mode in the train mode state.

Images